Method of building longitudinally-framed vessels.



J. W. ISHERWOOD.

METHOD OF BUILDING LONGITUDINALLY FRAMED VESSELS. APPLICATION FILEDDEC- 1. I911.

1,147,732. Patented July 27, 1915.

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19%- bn-eooao .l. W. ISHERWOOD. METHOD OF BUILDING LONGITUDINALLY FRAMEDVESSELS. APPLICATION FILED oc.1. 19H.

1,147,732.. Patented July 27, 1915.

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Shea Mug J v J. W. ISHERWOOD.

METHOD OF BUILDING LONGITUDINALLY FRAMED VESSELS.

APPLICATION FILED DEC-1,1911- Patented July 27, 1915.

5 SHEETS-SHEET 3.

J. w. ISHERWOOD.

METHOD OF BUILDING LONGITUDINALLY FRAMED VESSELS. APPLICATION man0:0. 1. 1911.

1,147,732.. Patented Jul 27, 1915.

5 SHEETS-SHEET 4.

J. W. ISHERWOOD. METHOD OF BUILDING LONGITUDINALLY FRAMED VESSELS.

APPLICATION FILED DEC-1, 1911. 1 1473325 Patented July 27,1915.

5 SHEETS-SHEET 5.

6141/0011 J WI/5720100062,

Original application filed January 28, 1907, Serial No. 354.521. Dividedand this application filed December JOSEPH WILLIAM ISHEBWOOD, OFMIDDLESBROUGH, ENGLAND.

METHOD OF BUILDING LONGITUDINALLY-FRAMED VESSELS,

Specification of Letters Patent.

Patented July 27,1915.

1, 1911. 1 Serial N0. 663,330.

To all whom it may concern Be it known that I, JOSEPH W. IsHnuwool asubject of the King of Great Britam, residing at Middlesbrough, in theshire of York and country of England, have invented certain 118W anduseful Improvements in Methods of Building Longitudinally-FramedVessels; and I do hereby declare the following to be a full, clear, and'exact description of the invention, such as will enable others skilledin the art to which it appertains to make and use the same. 7

This invention relates to a method of erecting longitudinally framedvessels of large sizes and of all types, and has for its object toproduce a method which will 'be very much simpler, less costly, and farmore expeditious than has been heretofore possible in the erection oflarge vessels, having continuous longitudinal frames all as'will appearmore fully hereinafter. I a.

As is well known, in erectinglarge vessels employing continuouslongitudinal frames according to the ordinary procedure, thelongitudinals have to first be brought into position and held there byintercostal transverses or .by other means. But in this procedure, sincethere is no ready apparatus for erecting the longitudinals and gettingvthem into position, and since the intercostal transverses constitute avery poor means for bold ing said longitudinals in such position as'willcause them to faithfully follow the controublesome and much moreexpensive than A tour ofthe ship, this method is very vexa- 'tiousandexpensive. It causes considerable delay in'getting the parts inplace, and the ,intercostals are further liable to get out of line, whenthey-must be brought back'into their proper positions. It is therefore awell recognized fact that the erection of a ship on the longitudinalprinciple is much more the erection on the transverse system. Thesedifficulties in reality have stood in the way of the general adoption oflongitudinally framed vesselsofor fifty years. In fact, the

' Great E astem oifered very serious obstacles along this line owing toher great sizeat that prior to my 'invention,it' would have entailedtime, and even now had a very large vessel been attempted on thelongitudinal system I a very much greater cost than would have theerection of the same vessel on the transverse system. By my invention,.however,.I' am enabled to erect alongitudinally built vessel filedJanuary 28, 1907.

Referring to the accompanying drawings forming a part of thisspecification, in which like numerals designate like parts in all theViews :Figure 1 is a perspective transverse sectional View of a vesselbuilt in accordance with my invention; Fig. 2 is aperspective view of aportion of the vessel showing certain of the parts illustrated in Fig.1, before the shell plating is attached; Figs. 3, 4 and 5, are,respectively, a half sectional, a part profile, and a deck plan view ofa single decked cargo steamer, fitted with a double bottom for waterballast; Figs. 6, 7 and 8 illustrate variations in the method of fittingthe inner and bottom plating in vessels having double bottoms; Fig. 9 isa half section ofa vessel designed for carrying petroleum or otherliquid in bulk; and, Fig. 10 shows an alternative method to that shownin Fig. 9, of fitting the floors in vessels with single bottoms.

1 indicates abnormally deep and heavy transverse frames which are aplurality of times stronger and spaced a plurality of times fartherapart than has been heretofore customary in the same type of vessel, andthe outer surfaces of which form portions of the outer contour of thecompleted frame, all as will be clear from my co-pending applicationabove. After these abnormally heavy transverse frames are brought toposition, as best indicated in Fig. 2, and temporarily shored orotherwise secured place, as by ribbands as is usually done in theconstruction of vessels, I next bring the "suitably shaped longitudinalframes 10 to position,- and secure them to the transverse frames l byany suitable means, but prefer to pass them through the notches 11 insaid frames 1, being careful to cause the outer surfaces of the frames10 to lie flush with spondingly the outer surfaces of the frames 1, andwith what will later become the outer surface or contour of the framingof the 'ship. This procedure ofi'ers comparatively no difliculty at all,and it is very much less expensive than isthe former procedure abovealluded to for longitudinally framed vessels, as will be appreciated bythose skilled in the art. In the deck portion of the vessel thetransverse beams 3 rigid with the transverses 1 are preferably likewiseprovided with readily understood. I prefer, however, to

graduate the strength and weight of my longitudinal frames 10 from thebottom of the hull to the top, as disclosed'in my co-pending applicationabove. That is to say, as the top portions of the hull are approached,the strains to which said longitudinals are subjected get less, andtherefore I correlessen the weight of said longitudinal frames, theheaviest being at the bottom. 1

- After the framing has been completed, as above illustrated, thetransverse frames 1 and longitudinals 10 are ready for the shell plating2, which is secured to said members in any suitable and .well knownmanner.

The deck plating 4 is likewise suitably secured directly to'thetransverse beams 3 and longitudinal beams 12, so that the shell platmgof the vessel becomes an lntimate part of its bracing structure. It ispreferred to make the beams 3. integral with the frames 1, as lndicatedat 5, but-of course said beams may be otherwise suitably attached.

In order to enhance the value of the construction just described, thebottom framing, including the floors 15, Figs. 3, 4, 9 and 10, invessels of either double or single bottom, may be fitted in.alongitudinal direction,

and is provided when and where thought desirable with transverseintercostals 16 at suitable intervals.

In vessels with double bottoms, such as are shown in Fig. 3, strongtransverse frames 1 maybe cut at or near the top of the tank bottom asindicated at 21 and 25 in said figures respectively,

or they may be out ,at

the extreme edge or margin'of the tank, as

- indicated at 22 and 23, in Figs. 7 and 8, re-

spectively. transverse In all cases the said strong frames 1 are rigidlyand 'eflioiently attached to the tank .bottoms, and in sufiicient orderto maintain the necessary continuity of transverse strength, floors orintercostals 24: are fitted in line with the strong transverse frames 1,as shown.

When preferred, of course, the longitudinal bottom framing or floors 15may be fitted intercostally between transverse divisions or fl0O1TS'2tthat are in line with the strong transverse frames; or the saidtransverse frames may be made continuous around the bottom, whendesired, and the tank margin out where it stands in the way of saidframes. Of course, suitable rigid fastenings between the cut andcontinuous Y parts will be provided in all cases, in order to maintainthe continuity of strength of the said transverse frames.

A convenient construction for vessels having a single bottom is shown inFig. 9, wherein the bottom framing is shown as provided with acontinuous construction; but such framing may befitted intercostallybetween the frames 1, as indicated in Fig. 10; or, if desired, thefloors 15 may be'of a reduced thickness and fitted the full depth ofthestrong transverse frames 1. The middle line bulkhead 30 shown in Fig. 9,of course, would not be required in vessels not adapted for carryingliquid cargoes. Pillars 31, of any suitable section, may be fitted tothe frames 1, and they require no intermediate pillars or girders attheir heads, but when the said frames 1 are of a strength, these pillarsmay be dispensed with, leaving a clear hold. I

It is obvious that when transverse bulkheads directly attached to theplating and deck are provided such as are fittedin all steamers for thepurpose of subdivision, I they may take the place of one or more of 105the strong transverse frames and strong transverse beams, and this isespeciallyimportant in vessels designed for carrying pe- 5 troleum orotherliquid in bulk, where, from the nature of the cargo, to be carried,several such divisionsmust be fitted; but it will be evident, that it isnot necessary for a structural strength with my system of framing,

for transverse bulkheads to be fitted. Similar remarks apply to partialbulkheads. When such are fitted, they may be arranged, v where practicalto take the place partly or wholly of a strong transverse frame.

It will be observed that the middle line bulkhead 30 is shown as beingsupported by deep vertical plate stifieners ,35 in continuation of, andconnected to, the strong transverse frames and the strong transversebeams. The intermediate support is obtained by fore and aft stifi'eners36, having the same spacing'as the side frames 10.

It is recommended that the transverse bulkheads forming oil compartmentsbe stiffened with horizontal stifleners, in con- Y junction withvertical web plates, and the spacing of these horizontal stiifenersshould coincide with that of the longitudinal frames 10 and middle linebulkhead stifi'eners 36, in.

order that the bulkhead stiffeners can be directly'bracketed to thelongitudinal frames 10, and to the middle line bulkhead stlifeners 36.

As an example of the application of my system. to a vessel of stateddimensions, 1t is said :,For a single decked cargo steamer 329.17 ft. x44.74 ft. x 25.42 ft., Lloyds dimensions,,and estimated to carry 5,000tons dead weight, the inner bottom could be fitted as shown in Fig. 3,or as shown in Figs. 6, 7, or 8. In a vessel of this character, I fitthe strong frames 1 and the strong beams 3,

16 ft. apart. I make said frames inches in depth-measured from the shellplating ,at the side, and of a thickness of nine-twentieths of an inch.I also provide double shell attachment angles 5"x5" double riveted tothe frames 1, and shell plating. The

face angle will be 6%x4%x; as will be readily understood by thoseskilled in the art. The

.strong transverse beams are constructed in a similar manner, but aretwenty inches in depth and are fitted with single, double riveted deckattachment angles. The strong transverse frames and strong transversebeams in the bridge between decks are fitted immediately above those inthe holds but are of reduced dimensions. In this manner the betweendecks and shade decks of vessels of any kind can be constructed. I

By this new method of building a vessel,

,it will thus be seen, all transverse frames and beams may be dispensedwith, other than the before mentioned widely spaced strong transverseframes and strong transverse beams.

. From the foregoing, it will be readily an i derstood by those skilledin the art, that the extraordinary difiiculties and expenses heretoforeattending the erection of vessels u on the continuous or intercostallongitudinal system, have been practicaly eliminated by v 1. The methodof erecting .What Iclaim-is:-

longitudinal system, which consists in first bringing a plurality of the'vessels main frame transverse members to such positions that theirouter surfaces will form parts of the outer contour of the vesselscompleted" framing; then securing to said membersa Dlurality of thevessels main frame longitudinal members in such positions that theirship building prior to my invenvessels on the outer surfaces will alsoform parts of the outer contour of the vessels framing; and thensecuring the shell plating of the vessel directly to said transverse andlongitudinal members, substantially as described.

2. The method of erecting vessels on the longitudinal system, whichconsists in first bringing substantially all of the vessels main frametransverse members to such positions that their outer surfaces will formparts.of the outer contour of the vessels completed framing; thenpassing through and securing to said members substantially all of thevessels main frame longitudinal members in such positions that theirouter surfaces will also form parts of the outer contour of the vesselsframing; and then securing the shell plating of the vessel directly tosaid transverse and longitudinal members, substantially as described.

a 3. The method of erecting vessels on the longitudinal system, whichconsists in first bringing a plurality of the vessels transverse framesand beams to such positions that their puter surfaces will form parts ofthe outer surface of the vessels completed framing; then securing tosaid frames and beams respectively a plurality of longitudinaLframes andbeams and securing the same in such respective positions that theirouter surfaces will likewise form parts of the outer contour of thevessels completed framing; and then securing the side and deck plating.respectively directly to said frames and beams, substantially asdescribed.

4. The herein described method of erecting ships on the longitudinalsystem, which consists in assembling all of the transverse, main-framemembers with their outer surfaces forming portions of the outer contourof the completed main frame, rigidly sup porting all of thelongitudinal, main-frame ,members on said assembled transverse membersw1th the outer surfaces of sald longitudinal'members forming portions ofthe contour of the completed main frame, and

rigidly inter-bracing such transverse and longitudinal members by theshell plating of the ship to hold said outer surfaces in place,substantially as described.

5. The herein described method of erecting ships on the longitudinalsystem, which consists in assembling continuous, transverse, main-framemembers with their outer surfaces forming portions of the outer con--tour of the completed mainframe, rigidly mounting on suchassembledtransverse members continuous, longitudinal, mainframe membersof less .width than such transversemembers, with the outer surfaces ofsuch longitudinal members forming portions of the outer .contour of thecompleted main frame, and rigidly inter-bracing such transverse andlongitudinal members by v the shell plating of the ship hold. said outersurfaces in place, substantially as described.

6. The herein described method of erecting large ships on thelongitudinal system, which consists in assembling continuous,

transverse, main-frame members with their outer surfaces formingportions of the outer contour of the completed main frame; rigidlymounting on such assembled transverse members continuous, longitudinal,mainframe members graduated in weight from the bottom of the hull towardthe top, said longitudinal members being of. less width than suchtransverse members, with the outer surfaces of such longitudinal membersforming portions"0f the outer contour of the completed main frame; andrigidly inter-connecting such transverse and longitudinal members by theshell plating of the ship to hold said outer surfaces in place,substantially as described.

In testimony whereof, I aflix my signature, in presence of twowitnesses. v

J OSEPH WILLIAM ISHERWOOD.

Witnesses:

Gno. B. DRAKE, MARTIN G. KINDLUND.

